Hydraulic pressure control unit for straddle-type vehicle brake system and straddle-type vehicle brake system

ABSTRACT

A hydraulic pressure control unit and a straddle-type vehicle brake system capable of simultaneously reducing size of a motor for the hydraulic pressure control unit in a rotation axis direction and improving workability of connecting fluid pipes to a master cylinder port and a wheel cylinder port are obtained.An inlet valve and an outlet valve are provided in valve holes provided on a first surface of a base body. A motor is provided in an upright manner in a motor hole provided on the first surface. One of the master cylinder port and the wheel cylinder port is provided on a second surface as a surface opposing the first surface. The other of the master cylinder port and the wheel cylinder port is provided on a third surface constituting one end of the base body in a direction that is parallel with a reference surface including a center axis of the motor hole and is orthogonal to the center axis.

BACKGROUND OF THE INVENTION

The present invention relates to a hydraulic pressure control unit for astraddle-type vehicle brake system and to a straddle-type vehicle brakesystem that includes the hydraulic pressure control unit.

A hydraulic pressure control unit for an anti-lock braking operation ofa straddle-type vehicle brake system has been known. The hydraulicpressure control unit includes a base body formed with: a mastercylinder port to which a fluid pipe communicating with a master cylinderof the straddle-type vehicle brake system is connected; a wheel cylinderport to which a fluid pipe communicating with a wheel cylinder of thestraddle-type vehicle brake system is connected; a primary channel thatcommunicates the master cylinder port and the wheel cylinder port via aninlet valve; and a secondary channel from which a brake fluid in thewheel cylinder is released to the master cylinder via an outlet valve. Apump is provided in the secondary channel. In addition, the base body isprovided with a motor as a drive source of the pump (for example, see WO2009/051008).

SUMMARY OF THE INVENTION

In the conventional hydraulic pressure control unit, a combination ofthe inlet valve and the outlet valve, and the motor are separatelyprovided on two mutually opposing surfaces of the base body. The mastercylinder port and the wheel cylinder port are collectively provided onanother surface of the base body. As a result, dimensions of the motorin the hydraulic pressure control unit in a rotation axis direction isincreased. In addition, since the master cylinder port and the wheelcylinder port are closely provided, workability of connecting thosecylinder ports to the fluid pipes is degraded. Compared to othervehicles (for example, an automobile, a truck, and the like), a strictlimitation on a mounting space of the hydraulic pressure control unit isimposed on a straddle-type vehicle, and influences of the enlargementand the workability are significant.

The present invention has been made in view of the above-describedproblem as the background and therefore has a purpose of obtaining ahydraulic pressure control unit capable of suppressing enlargement ofthe hydraulic pressure control unit and improving workability ofconnecting fluid pipes to a master cylinder port and a wheel cylinderport. The present invention also has a purpose of obtaining astraddle-type vehicle brake system that includes such a hydraulicpressure control unit.

A hydraulic pressure control unit according to the present invention isa hydraulic pressure control unit for an anti-lock braking operation ofa straddle-type vehicle brake system, and includes: a base body formedwith a master cylinder port to which a fluid pipe communicating with amaster cylinder is connected, a wheel cylinder port to which a fluidpipe communicating with a wheel cylinder is connected, a primary channelcommunicating the master cylinder port and the wheel cylinder port viaan inlet valve, and a secondary channel from which a brake fluid in thewheel cylinder is released to the master cylinder via an outlet valve; apump provided in the secondary channel; and a motor as a drive source ofthe pump. The inlet valve and the outlet valve are provided in valveholes formed on a first surface of the base body. The motor is providedin an upright manner in a motor hole that is provided on the firstsurface of the base body. On a second surface as a surface opposing thefirst surface of the base body, one of the master cylinder port and thewheel cylinder port is provided. The other of the master cylinder portand the wheel cylinder port is provided on a third surface of the basebody, the third surface constituting one end of the base body in adirection that is parallel with the reference surface including a centeraxis of the motor hole and is orthogonal to the center axis.

A straddle-type vehicle brake system according to the present inventionincludes the above-described hydraulic pressure control unit.

In the hydraulic pressure control unit and the straddle-type vehiclebrake system according to the present invention, the inlet valve, theoutlet valve, and the motor are collectively provided on the firstsurface, and the master cylinder port and the wheel cylinder port areseparately provided on the second surface and the third surface.Therefore, it is possible to simultaneously reduce size of the motor forthe hydraulic pressure control unit in a rotation axis direction andimprove workability of connecting fluid pipes to the master cylinderport and the wheel cylinder port.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a configuration diagram of a straddle-type vehicle on which astraddle-type vehicle brake system according to an embodiment of thepresent invention is mounted.

FIG. 2 is a configuration diagram of the straddle-type vehicle brakesystem according to the embodiment of the present invention.

FIG. 3 is a perspective view of a base body of a hydraulic pressurecontrol unit in the straddle-type vehicle brake system according to theembodiment of the present invention.

FIG. 4 is another perspective view of the base body of the hydraulicpressure control unit in the straddle-type vehicle brake systemaccording to the embodiment of the present invention.

FIG. 5 is a plan view of a state where each member is attached to thebase body of the hydraulic pressure control unit in the straddle-typevehicle brake system according to the embodiment of the presentinvention.

FIG. 6 is a partial cross-sectional view that is taken along line A-A inFIG. 5.

DETAILED DESCRIPTION

A description will hereinafter be made on a hydraulic pressure controlunit and a straddle-type vehicle brake system according to the presentinvention with reference to the drawings.

Note that the following description will be made on the case where thestraddle-type vehicle brake system is mounted on a two-wheeled motorvehicle; however, the straddle-type vehicle brake system according tothe present invention may be mounted on a straddle-type vehicle (forexample, a three-wheeled motor vehicle, a bicycle, or the like) otherthan the two-wheeled motor vehicle. In addition, the followingdescription will be made on the case where the straddle-type vehiclebrake system includes two systems of hydraulic circuits; however, thestraddle-type vehicle brake system may only include the one system ofthe hydraulic circuit, or may include three or more systems of thehydraulic circuits.

A configuration, operation, and the like, which will be described below,constitute merely one example. Each of the hydraulic pressure controlunit and the straddle-type vehicle brake system according to the presentinvention is not limited to a case with such a configuration, suchoperation, and the like. In the drawings, the same or similar members orportions will not be denoted by the same reference signs or will not bedenoted by the reference sign in some cases. A detailed structure willappropriately be depicted in a simplified manner or will not bedepicted.

Embodiment

A description will hereinafter be made on a straddle-type vehicle brakesystem according to an embodiment.

<Configuration and Operation of Straddle-Type Vehicle Brake System>

A description will be made on a configuration and operation of thestraddle-type vehicle brake system according to the embodiment.

FIG. 1 is a configuration diagram of a straddle-type vehicle on whichthe straddle-type vehicle brake system according to the embodiment ofthe present invention is mounted. FIG. 2 is a configuration diagram ofthe straddle-type vehicle brake system according to the embodiment ofthe present invention.

As depicted in FIG. 1 and FIG. 2, a straddle-type vehicle brake system10 is mounted on a straddle-type vehicle 100. The straddle-type vehicle100 includes: a trunk 1; a handlebar 2 that is held by the trunk 1 in afreely turnable manner; a front wheel 3 that is held by the trunk 1 in afreely turnable manner with the handlebar 2; and a rear wheel 4 that isheld by the trunk 1 in a freely rotatable manner.

The straddle-type vehicle brake system 10 includes: a brake lever 11; afirst hydraulic circuit 12 that is filled with a brake fluid; a brakepedal 13; and a second hydraulic circuit 14 that is filled with thebrake fluid. The brake lever 11 is provided on the handlebar 2 and isoperated by a user's hand. The first hydraulic circuit 12 causes a rotor3 a that rotates with the front wheel 3 to generate a braking forcecorresponding to an operation amount of the brake lever 11. The brakepedal 13 is provided in a lower portion of the trunk 1 and is operatedby the user's foot. The second hydraulic circuit 14 causes a rotor 4 athat rotates with the rear wheel 4 to generate the braking forcecorresponding to the operation amount of the brake pedal 13. The brakelever 11 may be a different brake pedal from the brake pedal 13 providedin the trunk 1. The brake pedal 13 may be a different brake lever fromthe brake lever 11 provided on the handlebar 2. The first hydrauliccircuit 12 may cause the rotor 4 a, which rotates with the rear wheel 4,to generate the braking force corresponding to the operation amount ofthe brake lever 11 or the operation amount of the different brake pedalfrom the brake pedal 13 provided in the trunk 1. The second hydrauliccircuit 14 may cause the rotor 3 a, which rotates with the front wheel3, to generate the braking force corresponding to the operation amountof the brake pedal 13 or the operation amount of the different brakelever from the brake lever 11 provided on the handlebar 2.

The first hydraulic circuit 12 includes: a first master cylinder 21 thatincludes a piston (not depicted) therein; a first reservoir 22 that isattached to the first master cylinder 21; a first brake caliper 23 thatis held by the trunk 1 and has a brake pad (not depicted); and a firstwheel cylinder 24 that operates the brake pad (not depicted) of thefirst brake caliper 23.

In the first hydraulic circuit 12, the first master cylinder 21 and thefirst wheel cylinder 24 communicate with each other via a fluid pipeconnected between the first master cylinder 21 and a first mastercylinder port MP1 formed in a base body 61, a first primary channel 25formed in the base body 61, and a fluid pipe connected between the firstwheel cylinder 24 and a first wheel cylinder port WP1 formed in the basebody 61. The base body 61 is also formed with a first secondary channel26. The brake fluid in the first wheel cylinder 24 is released to afirst primary channel intermediate portion 25 a as an intermediateportion of the first primary channel 25 via the first secondary channel26. The base body 61 is further formed with a first booster channel 27.The brake fluid in the first master cylinder 21 is supplied to a firstsecondary channel intermediate portion 26 a as an intermediate portionof the first secondary channel 26 via the first booster channel 27.

In a region of the first primary channel 25 that is on the first wheelcylinder 24 side of the first primary channel intermediate portion 25 a,a first inlet valve 28 is provided, and a flow rate of the brake fluidthat flows through the region is controlled by an opening/closingoperation of the first inlet valve 28. In a region of the firstsecondary channel 26 upstream of the first secondary channelintermediate portion 26 a, a first outlet valve 29 and a firstaccumulator 30 that stores the brake fluid are sequentially providedfrom the upstream side, and the flow rate of the brake fluid flowingthrough the region is controlled by the opening/closing operation of thefirst outlet valve 29. Ina region of the first secondary channel 26downstream of the first secondary channel intermediate portion 26 a, afirst pump 31 is provided. In a region of the first primary channel 25that is on the first master cylinder 21 side of the first primarychannel intermediate portion 25 a, a first switching valve 32 isprovided, and the flow rate of the brake fluid flowing through theregion is controlled by the opening/closing operation of the firstswitching valve 32. The first booster channel 27 is provided with afirst booster valve 33, and the flow rate of the brake fluid flowingthrough the first booster channel 27 is controlled by theopening/closing operation of the first booster valve 33. In a region ofthe first primary channel 25 that is on the first master cylinder 21side of the first switching valve 32, a first master cylinder hydraulicpressure sensor 34 is provided to detect a hydraulic pressure of thebrake fluid in the first master cylinder 21. In a region of the firstprimary channel 25 that is on the first wheel cylinder 24 side of thefirst inlet valve 28, a first wheel cylinder hydraulic pressure sensor35 is provided to detect the hydraulic pressure of the brake fluid infirst wheel cylinder 24.

That is, the first primary channel 25 communicates the first mastercylinder port MP1 and the first wheel cylinder port WP1 via the firstinlet valve 28. The first secondary channel 26 is a channel defined as apart or all of a channel from which the brake fluid in the first wheelcylinder 24 is released to the first master cylinder 21 via the firstoutlet valve 29. The first booster channel 27 is a channel defined as apart or all of a channel through which the brake fluid in the firstmaster cylinder 21 is supplied to a portion of the first secondarychannel 26 upstream of the first pump 31 via the first booster valve 33.

The second hydraulic circuit 14 includes: a second master cylinder 41that includes a piston (not depicted) therein; a second reservoir 42that is attached to the second master cylinder 41; a second brakecaliper 43 that is held by the trunk 1 and has a brake pad (notdepicted); and a second wheel cylinder 44 that operates the brake pad(not depicted) of the second brake caliper 43.

In the second hydraulic circuit 14, the second master cylinder 41 andthe second wheel cylinder 44 communicate with each other via a fluidpipe connected between the second master cylinder 41 and a second mastercylinder port MP2 formed in the base body 61, a second primary channel45 formed in the base body 61, and a fluid pipe connected between thesecond wheel cylinder 44 and a second wheel cylinder port WP2 formed inthe base body 61. The base body 61 is also formed with a secondsecondary channel 46. The brake fluid in the second wheel cylinder 44 isreleased to a second primary channel intermediate portion 45 a as anintermediate portion of the second primary channel 45 via the secondsecondary channel 46. The base body 61 is further formed with a secondbooster channel 47. The brake fluid in the second master cylinder 41 issupplied to a second secondary channel intermediate portion 46 a as anintermediate portion of the second secondary channel 46 via the secondbooster channel 47.

In a region of the second primary channel 45 that is on the second wheelcylinder 44 side of the second primary channel intermediate portion 45a, a second inlet valve 48 is provided, and the flow rate of the brakefluid flowing through the region is controlled by the opening/closingoperation of the second inlet valve 48. In a region of the secondsecondary channel 46 upstream of the second secondary channelintermediate portion 46 a, a second outlet valve 49 and a secondaccumulator 50 that stores the brake fluid are sequentially providedfrom the upstream side, and the flow rate of the brake fluid flowingthrough the region is controlled by the opening/closing operation of thesecond outlet valve 49. In a region of the second secondary channel 46downstream of the second secondary channel intermediate portion 46 a, asecond pump 51 is provided. In a region of the second primary channel 45that is on the second master cylinder 41 side of the second primarychannel intermediate portion 45 a, a second switching valve 52 isprovided, and the flow rate of the brake fluid flowing through theregion is controlled by the opening/closing operation of the secondswitching valve 52. The second booster channel 47 is provided with asecond booster valve 53, and the flow rate of the brake fluid flowingthrough the second booster channel 47 is controlled by theopening/closing operation of the second booster valve 53. In a region ofthe second primary channel 45 that is on the second master cylinder 41side of the second switching valve 52, a second master cylinderhydraulic pressure sensor 54 is provided to detect the hydraulicpressure of the brake fluid in the second master cylinder 41. In aregion of the second primary channel 45 that is on the second wheelcylinder 44 side of the second inlet valve 48, a second wheel cylinderhydraulic pressure sensor 55 is provided to detect the hydraulicpressure of the brake fluid in the second wheel cylinder 44.

That is, the second primary channel 45 communicates the second mastercylinder port MP2 and the second wheel cylinder port WP2 via the secondinlet valve 48. The second secondary channel 46 is a channel defined asa part or all of a channel from which the brake fluid in the secondwheel cylinder 44 is released to the second master cylinder 41 via thesecond outlet valve 49. The second booster channel 47 is a channeldefined as a part or all of a channel through which the brake fluid inthe second master cylinder 41 is supplied to a portion of the secondsecondary channel 46 upstream of the second pump 51 via the secondbooster valve 53.

Each of the first inlet valve 28 and the second inlet valve 48 is anelectromagnetic valve that is switched from being opened to being closedand thereby blocks the flow of the brake fluid at an installed positionwhen being brought from an unenergized state to an energized state, forexample. Each of the first outlet valve 29 and the second outlet valve49 is an electromagnetic valve that is switched from being closed tobeing opened and thereby allows the flow of the brake fluid toward thefirst secondary channel intermediate portion 26 a or the secondsecondary channel intermediate portion 46 a via an installed positionwhen being brought from the unenergized state to the energized state,for example. Each of the first switching valve 32 and the secondswitching valve 52 is an electromagnetic valve that is switched frombeing opened to being closed and thereby blocks the flow of the brakefluid at an installed position when being brought from the unenergizedstate to the energized state, for example. Each of the first boostervalve 33 and the second booster valve 53 is an electromagnetic valvethat is switched from being closed to being opened and thereby allowsthe flow of the brake fluid toward the first secondary channelintermediate portion 26 a or the second secondary channel intermediateportion 46 a via an installed position when being brought from theunenergized state to the energized state, for example.

The first pump 31 in the first hydraulic circuit 12 and the second pump51 in the second hydraulic circuit 14, the system of which differs fromthe first hydraulic circuit 12, are driven by a common motor 62.

A hydraulic pressure control unit 60 is configured to include: the basebody 61; and members (the first inlet valve 28, the first outlet valve29, the first accumulator 30, the first pump 31, the first switchingvalve 32, the first booster valve 33, the first master cylinderhydraulic pressure sensor 34, the first wheel cylinder hydraulicpressure sensor 35, the second inlet valve 48, the second outlet valve49, the second accumulator 50, the second pump 51, the second switchingvalve 52, the second booster valve 53, the second master cylinderhydraulic pressure sensor 54, the second wheel cylinder hydraulicpressure sensor 55, the motor 62, and the like) provided in the basebody 61; and a controller (ECU) 63.

The controller 63 may be provided as one unit or may be divided intoplural units. The controller 63 may be attached to the base body 61 ormay be attached to the member other than the base body 61. Thecontroller 63 may partially or entirely be constructed of amicrocomputer, a microprocessor unit, or the like, may be constructed ofa member in which firmware or the like can be updated, or may be aprogram module or the like that is executed by a command from a CPU orthe like, for example.

For example, in a normal state, the controller 63 controls the firstinlet valve 28, the first outlet valve 29, the first switching valve 32,the first booster valve 33, the second inlet valve 48, the second outletvalve 49, the second switching valve 52, and the second booster valve 53in the unenergized states. When the brake lever 11 is operated in such astate, in the first hydraulic circuit 12, the piston (not depicted) inthe first master cylinder 21 is pressed to increase the hydraulicpressure of the brake fluid in the first wheel cylinder 24, the brakepad (not depicted) of the first brake caliper 23 is pressed against therotor 3 a of the front wheel 3, and the front wheel 3 is thereby braked.Meanwhile, when the brake pedal 13 is operated, in the second hydrauliccircuit 14, the piston (not depicted) in the second master cylinder 41is pressed to increase the hydraulic pressure of the brake fluid in thesecond wheel cylinder 44, the brake pad (not depicted) of the secondbrake caliper 43 is pressed against the rotor 4 a of the rear wheel 4,and the rear wheel 4 is thereby braked.

The controller 63 receives output from each of the sensors (the firstmaster cylinder hydraulic pressure sensor 34, the first wheel cylinderhydraulic pressure sensor 35, the second master cylinder hydraulicpressure sensor 54, the second wheel cylinder hydraulic pressure sensor55, a wheel speed sensor, an acceleration sensor, and the like). Inresponse to those types of the output, the controller 63 outputs acommand that governs operations of the motor 62, each of the valves, andthe like, so as to perform a pressure reducing control operation, apressure boosting control operation, or the like.

For example, in the case where the hydraulic pressure of the brake fluidin the first wheel cylinder 24 of the first hydraulic circuit 12 isexcessive or is possibly excessive, the controller 63 performs theoperation to reduce the hydraulic pressure of the brake fluid in thefirst wheel cylinder 24 of the first hydraulic circuit 12. At the time,the controller 63 drives the motor 62 while controlling the first inletvalve 28 in the energized state, controlling the first outlet valve 29in the energized state, controlling the first switching valve 32 in theunenergized state, and controlling the first booster valve 33 in theunenergized state. Meanwhile, in the case where the hydraulic pressureof the brake fluid in the second wheel cylinder 44 of the secondhydraulic circuit 14 is excessive or is possibly excessive, thecontroller 63 performs the operation to reduce the hydraulic pressure ofthe brake fluid in the second wheel cylinder 44 of the second hydrauliccircuit 14. At the time, the controller 63 drives the motor 62 whilecontrolling the second inlet valve 48 in the energized state,controlling the second outlet valve 49 in the energized state,controlling the second switching valve 52 in the unenergized state, andcontrolling the second booster valve 53 in the unenergized state.

For example, in the case where the hydraulic pressure of the brake fluidin the first wheel cylinder 24 of the first hydraulic circuit 12 isshort or is possibly short, the controller 63 performs the operation toincrease the hydraulic pressure of the brake fluid in the first wheelcylinder 24 of the first hydraulic circuit 12. At the time, thecontroller 63 drives the motor 62 while controlling the first inletvalve 28 in the unenergized state, controlling the first outlet valve 29in the unenergized state, controlling the first switching valve 32 inthe energized state, and controlling the first booster valve 33 in theenergized state. In the case where the hydraulic pressure of the brakefluid in the second wheel cylinder 44 of the second hydraulic circuit 14is short or is possibly short, the controller 63 performs the operationto increase the hydraulic pressure of the brake fluid in the secondwheel cylinder 44 of the second hydraulic circuit 14. At the time, thecontroller 63 drives the motor 62 while controlling the second inletvalve 48 in the unenergized state, controlling the second outlet valve49 in the unenergized state, controlling the second switching valve 52in the energized state, and controlling the second booster valve 53 inthe energized state.

That is, the hydraulic pressure control unit 60 can perform an anti-lockbraking operation of the first hydraulic circuit 12 by controlling thehydraulic pressure of the brake fluid in the first wheel cylinder 24.The hydraulic pressure control unit 60 can also perform the anti-lockbraking operation of the second hydraulic circuit 14 by controlling thehydraulic pressure of the brake fluid in the second wheel cylinder 44.In addition, the hydraulic pressure control unit 60 can perform anautomatic pressure boosting operation of the first hydraulic circuit 12by controlling the hydraulic pressure of the brake fluid in the firstwheel cylinder 24. The hydraulic pressure control unit 60 can alsoperform the automatic pressure boosting operation of the secondhydraulic circuit 14 by controlling the hydraulic pressure of the brakefluid in the second wheel cylinder 44.

<Detailed Configuration of Hydraulic Pressure Control Unit>

A detailed description will be made on a configuration of the hydraulicpressure control unit for the straddle-type vehicle brake systemaccording to the embodiment.

FIG. 3 and FIG. 4 are perspective views of the base body of thehydraulic pressure control unit in the straddle-type vehicle brakesystem according to the embodiment of the present invention. FIG. 5 is aplan view of a state where each of the members is attached to the basebody of the hydraulic pressure control unit in the straddle-type vehiclebrake system according to the embodiment of the present invention. FIG.6 is a partial cross-sectional view that is taken along line A-A in FIG.5.

As depicted in FIG. 3 to FIG. 5, the base body 61 has a substantiallyrectangular-parallelepiped shape, for example. More specifically, thebase body 61 has: a first surface 61 a; a second surface 61 b thatopposes the first surface 61 a; a third surface 61 c and a fourthsurface 61 d as side surfaces that oppose each other; and a fifthsurface 61 e and a sixth surface 61 f as side surfaces that oppose eachother in a different direction from the third surface 61 c and thefourth surface 61 d. Each of the surfaces may include a step or a curvedsurface.

The first surface 61 a is provided with a bottomed motor hole 71, andthe motor 62 is inserted and provided in an upright manner in the motorhole 71. The second surface 61 b is formed with: the first wheelcylinder port WP1, to which the fluid pipe communicating with the firstwheel cylinder 24 is connected; and the second wheel cylinder port WP2,to which the fluid pipe communicating with the second wheel cylinder 44is connected. The third surface 61 c is formed with: the first mastercylinder port MP1, to which the fluid pipe communicating with the firstmaster cylinder 21 is connected; and the second master cylinder portMP2, to which the fluid pipe communicating with the second mastercylinder 41 is connected. The fourth surface 61 d is provided with afirst accumulator hole 74 and a second accumulator hole 75, the firstaccumulator 30 is embedded in the first accumulator hole 74, and thesecond accumulator 50 is embedded in the second accumulator hole 75. Thefifth surface 61 e is provided with a first pump hole 72 that penetratesthe base body 61 up to the motor hole 71, and the first pump 31 isembedded in the first pump hole 72. The sixth surface 61 f is providedwith a second pump hole 73 that penetrates the base body 61 up to themotor hole 71, and the second pump 51 is embedded in the second pumphole 73.

In addition, on the first surface 61 a, a first inlet valve hole 81, afirst outlet valve hole 82, a first switching valve hole 83, a firstbooster valve hole 84, a second inlet valve hole 85, a second outletvalve hole 86, a second switching valve hole 87, and a second boostervalve hole 88 are provided around the motor hole 71. The first inletvalve hole 81, the first outlet valve hole 82, the second outlet valvehole 86, and the second inlet valve hole 85 are sequentially provided inparallel between the fifth surface 61 e and the sixth surface 61 f. Thefirst inlet valve hole 81, the first outlet valve hole 82, the secondoutlet valve hole 86, and the second inlet valve hole 85 are provided inparallel in a portion of the first surface 61 a near the fourth surface61 d with the motor hole 71 being a reference. The first switching valvehole 83 and the first booster valve hole 84 are sequentially provided inparallel between the first inlet valve hole 81 and the third surface 61c. The second switching valve hole 87 and the second booster valve hole88 are sequentially provided in parallel between the second inlet valvehole 85 and the third surface 61 c.

The first inlet valve 28 is embedded in the first inlet valve hole 81 ina manner to be able to open or close the first primary channel 25. Thefirst outlet valve 29 is embedded in the first outlet valve hole 82 in amanner to be able to open or close the first secondary channel 26. Thefirst switching valve 32 is embedded in the first switching valve hole83 in a manner to be able to open or close the first primary channel 25.The first booster valve 33 is embedded in the first booster valve hole84 in the manner to be able to open or close the first booster channel27. The second inlet valve 48 is embedded in the second inlet valve hole85 in the manner to be able to open or close the second primary channel45. The second outlet valve 49 is embedded in the second outlet valvehole 86 in a manner to be able to open or close the second secondarychannel 46. The second switching valve 52 is embedded in the secondswitching valve hole 87 in the manner to be able to open or close thesecond primary channel 45. The second booster valve 53 is embedded inthe second booster valve hole 88 in the manner to be able to open orclose the second booster channel 47.

Furthermore, on the first surface 61 a, a first master cylinderhydraulic pressure sensor hole 89, a first wheel cylinder hydraulicpressure sensor hole 90, a second master cylinder hydraulic pressuresensor hole 91, and a second wheel cylinder hydraulic pressure sensorhole 92 are provided around the motor hole 71. The first master cylinderhydraulic pressure sensor hole 89 and the first wheel cylinder hydraulicpressure sensor hole 90 are disposed near the fifth surface 61 e withthe motor hole 71 being the reference. The second master cylinderhydraulic pressure sensor hole 91 and the second wheel cylinderhydraulic pressure sensor hole 92 are disposed near the sixth surface 61f with the motor hole 71 being the reference. The first master cylinderhydraulic pressure sensor hole 89 and the second master cylinderhydraulic pressure sensor hole 91 are disposed between the motor hole 71and the third surface 61 c, the first wheel cylinder hydraulic pressuresensor hole 90 is disposed between the motor hole 71 and the first inletvalve hole 81, and the second wheel cylinder hydraulic pressure sensorhole 92 is disposed between the motor hole 71 and the second inlet valvehole 85.

The first master cylinder hydraulic pressure sensor 34 is embedded inthe first master cylinder hydraulic pressure sensor hole 89 in a mannerto be able to detect the hydraulic pressure of the brake fluid in thefirst master cylinder 21. The first wheel cylinder hydraulic pressuresensor 35 is embedded in the first wheel cylinder hydraulic pressuresensor hole 90 in a manner to be able to detect the hydraulic pressureof the brake fluid in the first wheel cylinder 24. The second mastercylinder hydraulic pressure sensor 54 is embedded in the second mastercylinder hydraulic pressure sensor hole 91 in a manner to be able todetect the hydraulic pressure of the brake fluid in the second mastercylinder 41. The second wheel cylinder hydraulic pressure sensor 55 isembedded in the second wheel cylinder hydraulic pressure sensor hole 92in a manner to be able to detect the hydraulic pressure of the brakefluid in the second wheel cylinder 44.

That is, in the case where a reference surface P including a center axisC of the motor hole 71 is defined as depicted in FIG. 5, the thirdsurface 61 c and the fourth surface 61 d are surfaces constituting bothends in a first direction D1 that is parallel with the reference surfaceP and is orthogonal to the center axis C, and the fifth surface 61 e andthe sixth surface 61 f are surfaces constituting both ends in a seconddirection D2 that is orthogonal to the reference surface P. Moreover,the members (the first inlet valve 28, the first outlet valve 29, thefirst accumulator 30, the first pump 31, the first switching valve 32,the first booster valve 33, the first master cylinder hydraulic pressuresensor 34, and the first wheel cylinder hydraulic pressure sensor 35)constituting the first hydraulic circuit 12 and the members (the secondinlet valve 48, the second outlet valve 49, the second accumulator 50,the second pump 51, the second switching valve 52, the second boostervalve 53, the second master cylinder hydraulic pressure sensor 54, andthe second wheel cylinder hydraulic pressure sensor 55) constituting thesecond hydraulic circuit 14 are separately provided on both sides of thereference surface P.

A distance from each of the first master cylinder port MP1 and thesecond master cylinder port MP2 to the reference surface P differs froma distance from each of the first wheel cylinder port WP1 and the secondwheel cylinder port WP2 to the reference surface P. The first wheelcylinder port WP1 and the second wheel cylinder port WP2 are located onthe side where the first accumulator hole 74 and the second accumulatorhole 75 are not provided with the motor hole 71 being the reference.

As depicted in FIG. 3 and FIG. 5, a step 71 a is formed on an innercircumferential surface of the motor hole 71, and the step 71 adisplaces the inner circumferential surface of the motor hole 71 in adirection away from an outer circumferential surface of the motor 62.For example, the steps 71 a are arranged on the inner circumferentialsurface of the motor hole 71 at 90° pitch.

As depicted in FIG. 6 and FIG. 7, the motor 62 is inserted in the motorhole 71 in a state where an output shaft 62 a of the motor 62 is locateddeep in the motor hole 71. A flange 62 b is formed on the outercircumferential surface of the motor 62, and a seat 71 b is formed on adeep side of the step 71 a in the motor hole 71. The motor 62 isinserted until the flange 62 b abuts the seat 71 b, and is provided inthe upright manner. In such a state, a jig is inserted in a space on thefirst surface 61 a side of the step 71 a in the motor hole 71, the step71 a is pressurized and deformed, and thus the flange 62 b is fixed tothe motor hole 71.

An eccentric body 62 c that rotates with the output shaft 62 a of themotor 62 is attached to the output shaft 62 a of the motor 62. When theeccentric body 62 c rotates, a plunger of the first pump 31 and aplunger of the second pump 51 that are pressed against an outercircumferential surface of the eccentric body 62 c reciprocate. As aresult, the brake fluid is delivered from a suction side to a dischargeside.

<Effects of Straddle-Type Vehicle Brake System>

A description will be made on effects of the straddle-type vehicle brakesystem according to the embodiment.

In the hydraulic pressure control unit 60, the inlet valves (the firstinlet valve 28 and the second inlet valve 48), the outlet valves (thefirst outlet valve 29 and the second outlet valve 49), and the motor 62are collectively provided on the first surface 61 a while the mastercylinder ports (the first master cylinder port MP1 and the second mastercylinder port MP2) and the wheel cylinder ports (the first wheelcylinder port WP1 and the second wheel cylinder port WP2) are separatelyprovided on the second surface 61 b and the third surface 61 c. As aresult, it is possible to simultaneously reduce size of the motor 62 forthe hydraulic pressure control unit 60 in a rotation axis direction andimprove workability of connecting the fluid pipes to the master cylinderports and the wheel cylinder ports. In particular, it is configured thatthe workability of connecting the fluid pipes to the master cylinderports and the wheel cylinder ports is improved by using the secondsurface 61 b, which is occupied by the motor 62 in the conventionalhydraulic pressure control unit. Therefore, the workability can beimproved while enlargement of the hydraulic pressure control unit 60 issuppressed.

The hydraulic pressure control unit 60 preferably includes the boostervalves (the first booster valve 33 and the second booster valve 53),each of which is brought into an open state in the automatic pressureboosting operation of the straddle-type vehicle brake system 10. Thebase body 61 is preferably formed with the booster channels (the firstbooster channel 27 and the second booster channel 47), through which thebrake fluids in the master cylinder ports are supplied to the portionsof the secondary channels (the first secondary channel 26 and the secondsecondary channel 46) upstream of the pumps (the first pump 31 and thesecond pump 51) via the booster valves. Particularly, in the case wherethe base body 61 is formed with the booster channels, it is necessary toarrange the members close to each other. In such a case, it isparticularly effective to provide the master cylinder ports and thewheel cylinder ports on the second surface 61 b and the third surface 61c separately.

The hydraulic pressure control unit 60 preferably includes theaccumulators (the first accumulator 30 and the second accumulator 50),each of which stores the brake fluid upstream of the pump in thesecondary channel. The accumulators are preferably provided on thefourth surface 61 d of the base body 61. Of the master cylinder portsand the wheel cylinder ports, those provided on the second surface 61 bare preferably located on the side without the accumulators with themotor hole 71 being the reference. With such a configuration, thechannels formed in the base body 61 can be simplified, and the mastercylinder ports and the wheel cylinder ports can be disposed close toeach other, so as to be able to suppress arrangement of the fluid pipesconnected thereto from being complicated.

Preferably, in the hydraulic pressure control unit 60, the distance fromthe master cylinder port or the wheel cylinder port, which is providedon the second surface 61 b, to the reference surface P differs from thedistance from the master cylinder port or the wheel cylinder port, whichis provided on the third surface 61 c, to the reference surface P. Withsuch a configuration, the channels, which are formed in the base body 61and extend to one of the master cylinder ports and the wheel cylinderports, can be simplified.

In the hydraulic pressure control unit 60, a combination of the firstinlet valve 28, the first outlet valve 29, and the first pump 31 and acombination of the second inlet valve 48, the second outlet valve 49,and the second pump 51 are preferably attached to the base body 61 inthe manner to be separated on both of the sides of the reference surfaceP. One of a combination of the first master cylinder port MP1 and thesecond master cylinder port MP2 and a combination of the first wheelcylinder port WP1 and the second wheel cylinder port WP2 is preferablyprovided on the second surface 61 b of the base body 61. The other ofthe combination of the first master cylinder port MP1 and the secondmaster cylinder port MP2 and the combination of the first wheel cylinderport WP1 and the second wheel cylinder port WP2 is preferably providedon the third surface 61 c of the base body 61. Particularly, in the casewhere the base body 61 is formed with the channels for the pluralhydraulic circuits, it is necessary to arrange the members close to eachother. In such a case, it is particularly effective to separatelyprovide the master cylinder ports and the wheel cylinder ports on thesecond surface 61 b and the third surface 61 c.

The description has been made so far on the embodiment. However, thepresent invention is not limited to the description of the embodiment.For example, the embodiment may only partially be implemented. Forexample, the first master cylinder port MP1 and the second mastercylinder port MP2 may be provided on the second surface 61 b, and thefirst wheel cylinder port WP1 and the second wheel cylinder port WP2 maybe provided on the third surface 61 c. In addition, when compared to thefirst wheel cylinder port WP1 and the second wheel cylinder port WP2,the first master cylinder port MP1 and the second master cylinder portMP2 may each be provided at the position close to the reference surfaceP.

REFERENCE SIGNS LIST

-   -   1: Trunk    -   2: Handlebar    -   3: Front wheel    -   4: Rear wheel    -   10: Straddle-type vehicle brake system    -   11: Brake lever    -   12, 14: Hydraulic circuit    -   13: Brake pedal    -   21, 41: Master cylinder    -   24, 44: Wheel cylinder    -   25, 45: Primary channel    -   26, 46: Secondary channel    -   27, 47: Booster channel    -   28, 48: Inlet valve    -   29, 49: Outlet valve    -   30, 50: Accumulator    -   31, 51: Pump    -   32, 52: Switching valve    -   33, 53: Booster valve    -   34, 54: Master cylinder hydraulic pressure sensor    -   35, 55: Wheel cylinder hydraulic pressure sensor    -   60: Hydraulic pressure control unit    -   61: Base body    -   62: Motor    -   63: Controller    -   71: Motor hole    -   72, 73: Pump hole    -   74, 75: Accumulator hole    -   81, 85: Inlet valve hole    -   82, 86: Outlet valve hole    -   83, 87: Switching valve hole    -   84, 88: Booster valve hole    -   89, 91: Master cylinder hydraulic pressure sensor hole    -   90, 92: Wheel cylinder hydraulic pressure sensor hole    -   100: Straddle-type vehicle    -   MP1, MP2: Master cylinder port    -   WP1, WP2: Wheel cylinder port    -   C: Center axis    -   P: Reference surface    -   D1: First direction    -   D2: Second direction

1. A hydraulic pressure control unit (60) for an anti-lock brakingoperation of a straddle-type vehicle brake system (10), the hydraulicpressure control unit comprising: a base body (61) formed with: a mastercylinder port (MP1, MP2) to which a fluid pipe communicating with amaster cylinder (21, 41) is connected; a wheel cylinder port (WP1, WP2)to which a fluid pipe communicating with a wheel cylinder (24, 44) isconnected; a primary channel (25, 45) that communicates the mastercylinder port (MP1, MP2) and the wheel cylinder port (WP1, WP2) via aninlet valve (28, 48); and a secondary channel (26, 46) from which abrake fluid in the wheel cylinder (24, 44) is released to the mastercylinder (21, 41) via an outlet valve (29, 49); a pump (31, 51) providedin the secondary channel (26, 46); and a motor (62) as a drive source ofthe pump (31, 51), wherein the inlet valve (28, 48) and the outlet valve(29, 49) are provided in valve holes (81, 82, 85, 86) formed on a firstsurface (61 a) of the base body (61), the motor (62) is provided in anupright manner in a motor hole (71) that is provided on the firstsurface (61 a) of the base body (61), on a second surface (61 b) as asurface opposing the first surface (61 a) of the base body (61), one ofthe master cylinder port (MP1, MP2) and the wheel cylinder port (WP1,WP2) is provided, and the other of the master cylinder port (MP1, MP2)and the wheel cylinder port (WP1, WP2) is provided on a third surface(61 c) of the base body (61), the third surface (61 c) constituting oneend of the base body (61) in a direction (D1) that is parallel with thereference surface (P) including a center axis (C) of the motor hole (71)and is orthogonal to the center axis (C).
 2. The hydraulic pressurecontrol unit according to claim 1 further comprising: a booster valve(33, 53) brought into an open state in an automatic pressure boostingoperation of the straddle-type vehicle brake system (10), wherein thebase body (61) is formed with a booster channel (27, 47), through whichthe brake fluid in the master cylinder port (MP1, MP2) is supplied to aportion of the secondary channel (26, 46) upstream of the pump (31, 51)via the booster valve (33, 53).
 3. The hydraulic pressure control unitaccording to claim 1 further comprising: an accumulator (30, 50) thatstores the brake fluid in the portion of the secondary channel (26, 46)upstream of the pump (31, 51), wherein the accumulator (30, 50) isprovided on a fourth surface (61 d) as a surface opposing the thirdsurface (61 c) of the base body (61), and one of the master cylinderport (MP1, MP2) and the wheel cylinder port (WP1, WP2) is located on aside without the accumulator (30, 50) with the motor hole (71) being thereference.
 4. The hydraulic pressure control unit according to claim 1,wherein a distance from one of the master cylinder port (MP1, MP2) andthe wheel cylinder port (WP1, WP2) to the reference surface (P) differsfrom a distance from the other of the master cylinder port (MP1, MP2)and the wheel cylinder port (WP1, WP2) to the reference surface (P). 5.The hydraulic pressure control unit according to claim 1, wherein themaster cylinder, the master cylinder port, the wheel cylinder, the wheelcylinder port, the inlet valve, the primary channel, the outlet valve,the secondary channel, and the pump are a first master cylinder (21), afirst master cylinder port (MP1), a first wheel cylinder (24), a firstwheel cylinder port (WP1), a first inlet valve (28), a first primarychannel (25), a first outlet valve (29), a first secondary channel (26),and a first pump (31), respectively, the base body (61) is formed with:a second master cylinder port (MP2) to which a fluid pipe communicatingwith a second master cylinder (41) is connected; a second wheel cylinderport (WP2) to which a fluid pipe communicating with a second wheelcylinder (44) is connected; a second primary channel (45) thatcommunicates the second master cylinder port (MP2) and the second wheelcylinder port (WP2) via a second inlet valve (48); and a secondsecondary channel (46) from which a brake fluid in the second wheelcylinder (44) is released to the second master cylinder (41) via asecond outlet valve (49), and further includes a second pump (51)provided in the second secondary channel (46), the motor (62) is thecommon drive source of the first pump (31) and the second pump (51), acombination of the first inlet valve (28), the first outlet valve (29),and the first pump (31) and a combination of the second inlet valve(48), the second outlet valve (49), and the second pump (51) areseparately attached to the base body (61) on both sides of the referencesurface (P), on the second surface (61 b) of the base body (61), one ofa combination of the first master cylinder port (MP1) and the secondmaster cylinder port (MP2) and a combination of the first wheel cylinderport (WP1), and the second wheel cylinder port (WP2) is provided, and onthe third surface (61 c) of the base body (61), the other of thecombination of the first master cylinder port (MP1) and the secondmaster cylinder port (MP2) and the combination of the first wheelcylinder port (WP1), and the second wheel cylinder port (WP2) isprovided.
 6. A straddle-type vehicle brake system comprising: thehydraulic pressure control unit (60) according to claim
 1. 7. Thehydraulic pressure control unit according to claim 2 further comprising:an accumulator (30, 50) that stores the brake fluid in the portion ofthe secondary channel (26, 46) upstream of the pump (31, 51), whereinthe accumulator (30, 50) is provided on a fourth surface (61 d) as asurface opposing the third surface (61 c) of the base body (61), and oneof the master cylinder port (MP1, MP2) and the wheel cylinder port (WP1,WP2) is located on a side without the accumulator (30, 50) with themotor hole (71) being the reference.
 8. The hydraulic pressure controlunit according to claim 7, wherein a distance from one of the mastercylinder port (MP1, MP2) and the wheel cylinder port (WP1, WP2) to thereference surface (P) differs from a distance from the other of themaster cylinder port (MP1, MP2) and the wheel cylinder port (WP1, WP2)to the reference surface (P).
 9. The hydraulic pressure control unitaccording to claim 8, wherein the master cylinder, the master cylinderport, the wheel cylinder, the wheel cylinder port, the inlet valve, theprimary channel, the outlet valve, the secondary channel, and the pumpare a first master cylinder (21), a first master cylinder port (MP1), afirst wheel cylinder (24), a first wheel cylinder port (WP1), a firstinlet valve (28), a first primary channel (25), a first outlet valve(29), a first secondary channel (26), and a first pump (31),respectively, the base body (61) is formed with: a second mastercylinder port (MP2) to which a fluid pipe communicating with a secondmaster cylinder (41) is connected; a second wheel cylinder port (WP2) towhich a fluid pipe communicating with a second wheel cylinder (44) isconnected; a second primary channel (45) that communicates the secondmaster cylinder port (MP2) and the second wheel cylinder port (WP2) viaa second inlet valve (48); and a second secondary channel (46) fromwhich a brake fluid in the second wheel cylinder (44) is released to thesecond master cylinder (41) via a second outlet valve (49), and furtherincludes a second pump (51) provided in the second secondary channel(46), the motor (62) is the common drive source of the first pump (31)and the second pump (51), a combination of the first inlet valve (28),the first outlet valve (29), and the first pump (31) and a combinationof the second inlet valve (48), the second outlet valve (49), and thesecond pump (51) are separately attached to the base body (61) on bothsides of the reference surface (P), on the second surface (61 b) of thebase body (61), one of a combination of the first master cylinder port(MP1) and the second master cylinder port (MP2) and a combination of thefirst wheel cylinder port (WP1), and the second wheel cylinder port(WP2) is provided, and on the third surface (61 c) of the base body(61), the other of the combination of the first master cylinder port(MP1) and the second master cylinder port (MP2) and the combination ofthe first wheel cylinder port (WP1), and the second wheel cylinder port(WP2) is provided.
 10. A straddle-type vehicle brake system comprising:the hydraulic pressure control unit (60) according to claim 9.